Draft attachment for railway cars



500,578 G. B. DOREY DRAFT ATTACHMENT FOR RAILWAY CARS Filed Dec. 30, i921 2 Sheets-Sheet l July 8 1924.

IN VEN TUR 10,1 :a

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` G. B. DOREY DRAFT ATTACHMENT FOR RAILWAY CARS Filed Dec. 3o. 1921 2 sheets-smet 2 WITNESSES Ww l WA? inane GEORGE BINET DOREY, 0F MONTREAL, QUEBEC, CANADA, ASSIG-NOR TO ENTERPRISE RAILWAY EQUIPMENT COMPANY, 0F CHICAGO, ILLINOIS, A CORPORATION 0F ILLINOIS.

DRAFT ATTACHMENT FOR RAILWAY CARS.

Application filed December so, 1921. serial No. 525,838.

To all whom it may concern.'

Be it known that I, GEORGE BINET DoRnY, a subject of the King of Great Britain, and residing in the city of Montreal, Province of Quebec, Dominion of Canada, have invented certain new and useful Improvements in Draft Attachments for Railway Cars, and do hereby declare the following to be a full, clear, and exact description of the same.

My invention relates to improvements 1n draft attachments for'railway cars and has for its object the providing of a simple and very strong method of attaching the draf-t gear and coupler to railway cars and the like.

A specific obj ect of my invention is to ex'- tend the striking casting rearwardly sothat it may be utilized as an abutment for the draft gear in draft or bufling. In the same manner it is a primary object of this invention to extend the coupler carrying means rearwardly and make use of this member as an abutment for the draft rigging.

It is also an object of this invention to greatly increase the strength of draft rigging attachments by reducing the number of parts and extending some of these members which constituteabutments for the draft-gear from the end sill to thebolster and securing the same to these members.

-With these ends in view and other details of novelty such aswill be more particularly pointed out hereinafter, my invention resides in the peculiar construction, arrangements, and combinations of parts as hereinafter set forth.

For a fuller comprehension of my invention reference must be had to the accompanying drawings wherein like references indicate like parts.

In the illustrations Figure 1 represents the plan view of the improved draft attachments.

Figure 2 represents a vertical sectional view taken on line 2-2 of Figure 1.

Figure 3 is a sectional view taken'on line Fi re 4 is a perspective view of the top mem er comprislng the striking plate with the draft gear abutments.

Figure 5 is a perspective view of the bottom plate comprising the coupler carrying means and the draft gear abutments.

Figure 6 is a perspective view of the limiting plate.

My improved construction as shown on Sheet 1 is applied to the underframe of a wooden car, the Wood end sill being designated as 2 with center sills 3 tenoned into the same at 4. The draft sills consisting in this instance of channels 5 are extended beyond the bolster top plate 6. Secured to the draft sills 5 by means of rivets 7 and extended from end sill to beyond the body bolster is the draft sill top member 8. In like manner the bottom member 9 is secured tothe draft sills by means of 'rivets l0 and extended beyond 'the body bolster bottom plate 11 and riveted thereto. e i

The center plate 12 is also secured to the member 9 and a hole formed therein for the reception of the center pin 13. The draft sills andy top and bottom members when assembledv form a rectangular shaped box open at one end within/which the yoke 14 is inserted, the latter member is preferably made of a -bar bent into a U shape thereby presenting end walls 15 and side walls 16, the latter being formed with elongated slots 17 for the reception of the key 18. The draft sills are likewise slotted at 19 for the reception of this key which passes through sills, yoke and drawbar of the coupler 2O thereby providing a removable connection between the coupler and the yoke.

The top and bottom draft sill members are each formed with a rectangular opening as shown at 21 and 22 within which is disposed the draft gear proper indicated on the drawingby `the outer casing 23 and wedge mechanism 24 disposed between front follower 25 and rear follower 26. The draft gear is inserted in the yoke from the bottom and carried by the draft gear carrier plate 27 which is afterwards bolted or riveted into position. Secured tothe top member is 'a limiting plate 28 for the purpose of preventing any undue upward movement of the draft gear. The top and bottom members are each formed with the rectangular opening which is preferably formed by flanginv the plate inwardly and formingside an end walls. The end rear walls shown at 29 forming an abutment under bufling strains while the forward walls at 30 present an abutment under pulling strains. -The side walls shown at 31 constitute guides for the draft gear and followers while the edge of the upturned portion of the plate on the lower member shown at 31 forms a runway on'which the yoke slides and the corresponding edge on the upper plate shown at 31b prevents upward movement of the yoke. The top rear flange is re-inforced by a longitudinal corrugation pressed into t-he plate 1n the fo-rm of a tapering brace as shown at 32 while the end wall of the lower member is also re-inforced in a similar manner at 33. The top member is 4also formed at the front abutment with a similarly pressed brace as at 34 and the plate is extended for. wardly and upset in the form indicated at 35 with a striking face for the coupler at 36, this portion being re-inforced by ribs on both sides of the plate as shown at 37. The top member is securely fastened to the wooden end sill by means of bolts 38 and extended rearwardly beyond the body bolster to which it is secured by means of rivets and bolts thereby providing a very strong connection between the draft sills and framing of the car.

The wall 30' constituting the lower abutment for the front follower is well braced by means of a corrugation pressed into the plate and designated as 39 onthe illustration, this corrugation extends from the wall of the said abutment to a rectangular shaped offset pressed out of the lower member as at 40 and comprising a carrier for the drawbar o-f the coupler which bears on surface 41. The top and bottom members are preferably made of sheet metal when the various pressings mentioned'are made at one operation and out of comparatively light metal but it is evident that such members may be made of castings when ribs would be used insead of corrugations.

The construction as illustrated herein is especially applicable to railway cars where the depth of the draft sills is limited such as in replacement ofnsills on wooden cars and where the maximum strength is required for a given amount of metal. This maximum strength is obtained in this construction by riveting the top and bottom members through the flanges of the channel shaped sills and thereby utilizing the top and bottom members as tension and compression members of a beam and so deriving the greatest possible work from these members. The metal draft sills and timbers of the car are caused to work in unison by means of the bolts 42 whichsecure the metal draft sills to the car framin It will also be apparent t at the construction used greatly increases the strength of the draft sills as columns by making the abutting members a portion of the lon itudinal members of the column and distributing the strain over a greater distance and utilizing the same rivet connections in both buffing and draft.

Furthermore the construction embodied in my invention effectively prevents the spreading of the sills inasmuch as the riveted connections securely tie the sills at the 'point of load application and where the sills are` weakest with the construction heretofore used..

The operation of the draft rigging takes place as follows. In buiiing the coupler'acting through the front follower compresses the draft gear and through the rear follower the strain is transmitted to the car framing by way of the upper and lower abutments. In draft as the coupler is drawn forward it also draws the yoke therewith due to the key connection between thesemembers, the rear follower moves in unison with the yoke compressing the draft gear against the front follower and thereby transferring the strain to the car framing by way of the front abutments.

While I have illustrated a specific embodiment of my invention it is evident that certain changes and modifications may be made without departing from the spirit and scope of the following claims.

What I claim is:

l. In a railway car, the combination with channel shaped draft sills, of upper and lower plates extending from sill to sill and secured to the flanges of the respective draft sills, eachof said plates having front and rear draft gear abutments formed integrally therewith.

2. In a railway car, the combination with channel shaped draft sills; of upper and lower plates extending from sill to sill and secured to the flanges of the respective sills; and front and rear draft gear abutments formed integrally with the said upper plate, said upper plate being also extended outwardly beyond the front draft gear abutlnent and constituting a coupler striking ace.

3. In a railway car, the combination with spaced channel shaped draft sills; of upper and lower plates extending from sill to sill and secured to the flanges of the respective draft sills; and front and rear draft gear abutments formed integrally with the said plates, the lower of said plates being extended outwardly beyond the front abutment and constituting a coupler carrying member.

In testimony whereof I have set my han in the presence of two witnesses.

GEORGE BINET DOREY. 

